Air train-line coupling



Feb. 24, 1931. JOHNSON 1,794,077

AIR TRAIN LINE COUPLING Filed Feb. 1, 1928 2 Sheets-Sheet 1 avmavvrag:

Feb. 24, 1931 H. JGHNQQN 4 1,794,077

AIR TRAY LINE COUPLING Filed Feb. 1, 1928 2 Sheets-Sheet 2 E a If I 1 ji c:

Patented Feb. 24, 1931 UNITED STATES HENNING JOHNSON, OF CHICAGO,ILLINOIS AIR TRAIN-LINE COUPLING Application filed February 1, 1928.

This invention relates to improvements in air train line couplings andits chief object is to provide means for automatically coupling the airhose and supplying air through the entire train line when the train iscoupled up and the engine is pumping air, and for uncoupling the airhose when the train is uncoupled at one or more points, the air hosebeing uncoupled at all points where the train is uncoupled and loss ofair prevented from the entire train line at all points.

A further object is to provide a coupling that will protect the ends ofthe air hose from damage or tampering, these ends being nor- 16 mallyexposed and dangling from the ends of uncoupled cars at present.

A still further object is to provide an air train linecoupling t iat issimple in construction, positive and eficient in operation, cheap tomanufacture and durable in use.

With the foregoing and other objects in view the invention consists inthe'combination and arrangement of parts to be hereinafter fullydescribed, pointed out in the claims and illustrated in the accompanyingdrawings which form a part of this application for patent and in whichFig. 1 is a plan view of two cooperating 7 coupling members, partly insection.

Fig. 2 is a similar view with the said members coupled.

' Fig. 3 is a sectional view, enlarged, of one end of one of thecoupling members sh owing how the air hose is received therein.

Fig. 4 is a view of a coupling member in side elevation.

Fig. 5 is a cross section, enlarged, on line 55 of Fig. 4.

Fig. 6 is a fragmentary sectional view of a coupling member illustratinga guide arm employed.

Fig. 7 is a fragmentary sectional view of the outer end of one couplingmember.

Fig. 8 is a cross section through Fig. 5 on the line 8-8.

Like reference characters denote corresponding parts throughout theseveral views.

The device comprises essentially a pair of buffer bars carried by eachcar or vehicle, the

50 bars being carried by brackets attached to the Serial No. 251,095.

vehicle, each buffer at one end receiving the air line hose, theopposite end of the buffer being shaped for contact and engagement withthe corresponding end of alike buffer bar carried by another vehicle.Each bufier bar is rovided with air control mechanism that, W on twobuffer bars come together and V couple, automatically releases the airor opens the air passageways in both-buffer bars to permit unrestrictedpassage of air from one to the other bar, said control mechanismoperating to instantly close said air passageways when the bulfer barsare separated or uncoupled.

As the'bufier bars are identical in construction, two being carried byeach vehicle a description of one together with its moorings will besufficient. The reference numeral 1 denotes a bracket secured to anddepending from one end of the car or vehicle and 2 a second bracketsimilarly supported and spaced from the bracket 1 andlocated moreinwardly from the vehicle end. The bracket 1 is formed with atransversely extending guide yoke 3 having a perforation 4t therein toreceive the buffer bar 5 while the second bracket 2 is formed withwidely spaced yoke bars 6, 6 between. which the louder bar 5 entends, aconsiderable space or clearance being provided between each yoke bar 6and said bufier bar.

The yoke bar is formed with a central longitudinally extending airpassageway 7 and at its inner end with a slightly enlarged threadedcavity or socket 8 to receive the inner threaded end of the nipple 9carried at one end of the train line hose 10. The lender bar is squarein cross section and its outer end is recessed so that the face formedat its outer termination is disposed substantially at an angle ofdegrees to its axis, this face, however, being stepped 0r waved so thatthe face portions 11, 12, 13 are formed.

The face portion 12 is formed with the recessed threaded portion 14 thatforms a seat for the rubber mouth piece 15, the central perforation inwhich registers with the air passageway 7, said mouth piece beingretained in position by the nut 16 threaded peripherally to permit it tobe screwed into pled.

the threaded recess 14 in the face portion 12, a surface groove beingprovided in the said nut to permit its movement by a screw driver.

One face 17 of the butter bar is formed with a recess or mortise 18 inwhich a guide arm 19 is slidably arranged, said guide arm terminating atone end in a heel 20 and at the other in an outwardly curved portion 21.A ring 22 afiixed to said arm 19 is connected by the flexible rod orcable 23 to another ring 2& afiixed to the yoke'3. The said arm 19 isformed, further, with the elongated slot 25 into which the tooth 26projects that is adapted for operative engagement with one of the fourteeth of the pinion 27 formed upon the rotary valve 28 formed with thelongitudinal bore 29 and extending transversely through the buffer bar,the head 30 being of greater diameter than'the body portion of the valveand countersunk in the said buii er bar, said valve extending throughthe air passageway 7 of the buiier bar and being formed with twodiametrically opposed perforations 31 adapted, asthe valve is rotated,to move into and out '01: registration with the said air passageway toopen or close the same.

' The faces 32 and 33 of the butter bar are diametrically opposed facesand are what may be termed top and bottom faces and each one is formedwith a recess 34, the recesses 34 of said faces being formed at theouter end of the buffer bar and adjacent difi'erent lateral faces of thebar, that is the recess 3% ot the face 32 lies in a vertical plane thatis parallel to but spaced from the vertical plane of the recess 3% offace 33.

A pin 35 is arranged in each recess 34: and fast upon each pin 35 isan-arm36 that extends obliquely outward and away from the bar, each arm36 being formed with an integral heel 37 engaged frictionally by aspring 08 also secured in the recess 3 1, said spr ng 38 servingyieldingly to retain an arm' 36 in a predetermined position, the freeends of said arms 36 normally extending outwardly in a common generaldirection but diverging from each other.

Each louder bar has fast to opposite lateral faces the stop pins 39, a0disposed between the brackets 1, 2, a rod- 11 secured to the yoke 3extending through each stop pin and beyond same, and an expansion coilspring 42 encircling each rod is secured to one pin 39 or etO and to theyoke 3. In Fig. 1 the buffer bars of the two uncoupled vehicles areshown ready to be connected or couguide arms 19 and the pivoted arms 36will serve to guide the free ends of the bufier bars together. Each arm19 will frictionally engage with the adjacent buffer bar and as saidbars meet they will assume the position shown in Fig. 2, any relativemovement of a bufier bar to voke 3 being yieldingly re- As the vehiclesmove together the sisted by the springs 42 whilecontact of each arm 19with a yoke 3 will arrest movement of said arm, in one direction, withthe butter bar. There will always be suflicient movement of a bufier barrelative to its arm 19 to cause the tooth 26 to engage with the pinion27 and move the same one quarter revolution as the cars are coupled thuscausing the valve openings 31 to register with and open the airpassageway 7. As long as the vehicles are coupled together the butterbars will be retained in engagement with each other by the severalsprings 12, two of which are provided for each bufl er bar. The freeends of the buffer bars meeting and being firmly pressed together andheld in alignment by the arms 19 and pivoted arms 36 the mouth pieces15' will register with each other, these members being made for closefitting air-tight engagement with each other, so that the joined airpassageways will, in effect, form a continuous passageway.

When the cars are uncoupled the sepaeffected and the outward movement ofeach butter bar with relation to its sliding guide arm 19 will cause onemore quarter revolution of the pinion 27 thus closing the valve openings31 again in the air passageway.

What is claimed is 1. In an air train line coupling, a buffer bar formedwith anair passageway. and receiving an air hose, a support for saidbutter bar, a connection between said buiferbar and support foryieldi-ngly retaining said members in a predetermined relative position,guide arms carried .by said buffer bar, one of said guide arms beingslidably connected to said bar, a rotary valve for open ing and closingthe air passageway in said buffer bar, actuating means'for said valveconnecting the same and said sliding guide arm, and a connection betweensaid sliding guide arm and said support. 3

2. In an air train line coupling, a bufier bar formed with an airpassageway and receiving an air hose, a support bracket, a yoke carriedthereby slid ably supporting said butfer bar, means adjustablyconnecting said bufi'er bar and yoke for yieldingly retaining them inapredetermined relative position, guide arms carried by said suiier bar,one of said guide arms being slidably supported on said buii'er bar foropening and closing the air passageway therein, valve actuating meansconnecting the valve and said sliding guidearm, and a flexibleconnection between said sliding guide arm and said support.

In testimony that I claim the foregoing as my own I have hereto aflixedmy signature.

Chicago, Illinois, January 28, 1928.

HENNING JOHNSON.

